The 2016 ARC-CSI Crash Conference is about one month away. This year marks our 15th anniversary of providing leading edge crash research and testing to the accident reconstruction industry. We promise to deliver another outstanding program this year, with speakers sharing the newest insights and technical advances and methods in the accident reconstruction industry.

The 2016 ARC-CSI Crash Conference testing day is one you don't want to miss! We have procured multiple Harley-Davidson motorcycles, multiple 2012-2015 Volkswagen Passats and other vehicles that will be part of our 15th Anniversary conference. In addition, we will have 3-days of presentations from industry experts! You can view the current speaker/topic agenda on the ARC-CSI website - http://arccsi.com/topics.html

The crash plan includes a focus on data recording and deployment thresholds and part of the testing will be done with a set of 2015 Volkswagen vehicles secured specifically for this event as well as a group of newer Harley-Davidson motorcycles and an ambitious array of motorcycle to car and motorcycle to barrier crash tests lead by Mike DiTallo of Dynamic Safety LLC. The motorcycle crash tests will be the largest group of fully documented crash tests of their type yet conducted. We will, again, have the NASCAR Media center with tables and chairs, air conditioning, plenty of electrical outlets, and free WiFi available for attendees to network and relax between tests. We are also offering some other interesting and informative presentations during the time between crashes in the Media Center.

Below is a list of topics and speakers that will be presented at this year's ARC-CSI Crash Conference:

In 2012, the Insurance Institute for Highway Safety began a new structurally challenging small overlap frontal test. From observations of structural improvements, not all manufacturers appear to be making the same design improvements to both the driver and passenger-sides of vehicles. Seven small SUVs were tested on both sides producing a wide range of performance. Vehicle characteristics including motion, accelerations, delta-V and EDR data are compared to better understand differences in performance in a crash. Attendees will see how the assumption of a symmetrical front as it might be applied in a crush damage analysis might be impacted by these design improvements.

There are a variety of resources available to the crash reconstructionist who might be working from limited field or other information which are often overlooked. The NHTSA National Automotive Sampling System is one such example. Collecting data from a nationally (US) representative sample of police reported motor vehicle crashes of all types, from minor to fatal, the NASS database provides examples of crashes including damage profiles and more which may be used in several ways in a crash analysis. For example, comparative damage studies using the observed or measured damage in the reconstructionist's case and that found in the NASS database are often useful and effective tools which are all too often overlooked. This presentation will offer some insight into potential uses of these resources.

Using an example where where post crash EDR data showed a “brakes off” output signal even when the evidence established brake pedal application during the pre-crash phase, this presentation looks at how one might carefully investigate all physical evidence and perform a detailed braking system analysis to corroborate driver and witness testimony relative to reduced pre-crash braking effectiveness in cruise control defect (CD) and acceleration defect (AD) cases. The presentation also looks into how a careful injury analysis may show differences between foot injuries when applying the brake versus the gas pedal. The presentation also examines how high energy short-time braking in a CD case during the pre-crash phase often shows “grey” brake pad edge ash where the reconstructionist might be able to do a detailed data analysis on a CD and AD crash including pad edge ash temperature analysis to evaluate driver pre-crash brake application in contract to the potential for EDR indications.

30?- Lenny SimpsonFor years, the presentation of a "minimum speed formula" has include a variation on the superconstant "30" but where that number came from and the "why" behind its application are often shrouded in the mindless and dismissive "just because it's a constant." Lenny's presentation will look at the origins of what became know as the "minimum speed formula" and, in particular, the truth behind the application of "superconstants" and problematic impact of their application.

When do airbags deploy?- W.R. Rusty HaightHow many time have we heard stuff like this: "The car was 'totaled" but my airbags didn't deploy" or "the delta-V was more than __ the airbags should have deployed?" Rusty has seen, first hand, airbags deploying and not deploying in crash tests for over 20 years and this presentation he shares the results of some of the observations and research into the origins of myths and misunderstanding related to when airbags should and should not deploy. Those observations will be tied into the crash tests for this year's ARC-CSI crash conference and would provide the attendee a better basis for an answer to the question "should it have deployed?"

Lateral Acceleration Through a Curve, Real World Measurements of Normal Drivers at the Expected Higher End -Tim Reust

This research involves testing the expected upper limits of lateral acceleration in a curve experienced by normal drivers in the real world setting. Data was gathered from approximately 1000 drivers rounding two different curves, one is a freeway exit and the other is a downward sloped mountain curve. Both the curves are about 270 degrees. Lateral acceleration on the higher end was expected on the freeway exit as drivers are exiting a 65 mph zone and then going into a long constant radius curve. Lateral acceleration on the higher end was expected on the mountain curve as drivers are in a 55 mph zone, they have traveled through numerous curves prior to the subject curve and most of the drivers drive the same road on a daily basis. The data is categorized by different vehicle types, driver sex, driver age and lateral acceleration values.

Evaluation of Wheel Impact in a Rollover Collision Through Simulation and Comparison to a Crash Test -Eric Deyerl, P. E.

This simulation project review is based on the 2012 ARC-CSI Crash Conference rollover test of the 2011 Jeep Grand Cherokee. Initially, the goal of the simulation part of this research was to evaluate the performance of the wheel impact model within SIMON DyMESH by simulating a rollover crash test involving significant interaction between the wheel of the bullet vehicle and the body of the target vehicle. Following up on that simulation, the research looks into some of the interaction of the vehicle and ground and relative roll position of the Jeep to the ground as that and the simulation might be used in a crash reconstruction of this complex scenario.

Crash Reconstruction Case Studies -Rich Yoder

Sgt. Richard Yoder, with 38 years of Law Enforcement with the Linn County, Iowa, Sheriff's Office, and 29 of those years as a crash reconstructionist, has investigated thousands of crashes and shares his expertise and experience as he goes through two vehicular homicide case problems illustrating on-scene investigations as well as subsequent investigations and trial preparations that lead to convictions. One of these case problems changed Iowa law. Sgt. Yoder has been a member of the Midwest Association of Technical Accident Investigators since 1987 and a past board member for 20 years. Sgt. Yoder also holds a Bachelors Degree and two Associate Degrees.

We've all heard "cut the battery cable" or "don't touch the orange wire" but how confident are you about which wires, connections or other parts of a damaged car you can touch safely - intentionally or otherwise. Chris "The Airbag Guy" will walk the attendees through some of the safety precautions relative to hybrid and electric vehicles as well as considerations relative to standard vehicles which some may not be all that familiar with particularly as they relate to newer vehicles and some of the more advanced safety systems. Additionally, Chris and his team will be assisting with "Crash Day" and interactive displays during the conference in the common area throughout the day Tuesday and Wednesday.

Additional topics to be finalized in the next few weeks...

Crash Day Presentations

On Moday May 23 we will be at the Las Vegas Motor Speedway conducting live crash tests. During the "downtime" between tests, we will be hosting some presentations in the NASCAR media center: